Disk brake having a brake application system with a rotary lever

ABSTRACT

The invention relates to a brake disk, particularly for commercial vehicles, comprising a brake caliper ( 1 ) covering a brake disk ( 3 ), a tensing device ( 13 ) arranged in a brake caliper for clamping the brake pads ( 5, 7 ) on both sides of the brake disk ( 3 ) in the direction thereof, and at least one regulating system arranged in the brake caliper in order to equalise the brake pad and/or disk deterioration by adjusting the distance between the brake pad ( 7 ) and the brake disk ( 3 ), whereby the regulating system comprises a regulating rotational device. The invention is characterised in that at least one regulating rotational device is provided on each side of the brake disk ( 3 ) to adjust the axial distances between the brake pads ( 5, 7 ) and the brake disk ( 3 ).

[0001] The invention relates to a disk brake, particularly forcommercial vehicles, having a caliper reaching over a brake disk, anapplication device arranged in the caliper for the application of brakepads on both sides of the brake disk in the direction of the latter, aswell as at least one adjusting system arranged in the caliper forcompensating brake pad and/or disk wear by adjusting the distancebetween the brake pad and the brake disk, the adjusting systempreferably having an adjuster device, particularly a rotary device, theapplication device arranged in the caliper having at least one rotarylever operable preferably by a rod, particularly a piston rod.

[0002] The invention particularly relates to novel constructions of diskbrakes, particularly for commercial vehicles, which are actuatedpneumatically and/or electromechanically.

[0003] According to the selected principle of the introduction of power,disk brakes can be divided into two basic designs:

[0004] 1. The generation of power and the wear adjustment on both sidesof the brake disk; for example, a hydraulic fixed caliper disk brakewith a fixed brake disk relative to the axle, and the generation ofpower on both sides of the brake disk, and

[0005] 2. the generation of power and the wear adjustment on one side ofthe brake disk and the transmission of the actuating power to the sidewhich faces away, according to the reaction power principle; forexample, a sliding caliper disk brake, a hinged caliper disk brake, afixed caliper disk brake with a slidable brake disk.

[0006] Pneumatically actuated disk brakes for heavy commercial vehicleswith rim diameters of 15 inches or more normally use the reaction powerprinciple because, as a result of the narrow installation conditions atthe vehicle wheel, the arrangement of a pneumatic operating cylinder isonly possible on the side of the vehicle wheel open toward the side ofthe vehicle interior. Constructions of these types are shown, forexample, in German Patent Document DE 36 10 569 A1, German PatentDocument DE 37 16 202 A1, European Patent Document EP 0 531 321 A1 (seeparticularly the construction of the adjusters along the lines of rotarydrives) and European Patent Document EP 0 688 404 A1.

[0007] Sliding caliper or hinged caliper disk brakes require a componentwhich is fixed with respect to the axle—generally called a brake anchorplate—which holds or guides the brake shoes/brake pads and, when thebrake is actuated, absorbs their peripheral forces and carries thecaliper which is slidably disposed coaxially to the vehicle axle.

[0008] The relative motion carried out by the caliper with respect tothe component fixed relative to the axle can be divided into the workingstroke and the wearing stroke. The invention surprisingly utilizes thiseffect.

[0009] The working stroke is carried out with each actuating of thebrake in order to overcome the release play of the brake and tocompensate the elasticities of the brake pads and the caliper resultingfrom the application of power. Depending on the extent of the actuatingpower and the amount of the release play, it is normally <4 mm.

[0010] In contrast, the wearing stroke is the wear adjusting travelwhich the caliper carries out over a large number of brake actuations inorder to compensate the wear on the reaction side of the brake. Thewearing stroke is composed of the wear of the brake pad situated on theoutside and of the brake disk friction surfaces situated on the outside,and normally amounts to up to 25 mm.

[0011] In comparison, in the case of the brake design with a fixedcaliper and a slidable brake disk, the working stroke and the wearingstroke are generated by sliding the brake disk.

[0012] The designs with the sliding caliper or hinged caliper have thedisadvantage that the brake anchor plate fixed relative to the axle isrequired for absorbing the peripheral force of the brake pads and theholding and guiding of the caliper. This component results in additionalcost and additional weight. Furthermore, the required sliding guidanceor hinge system is susceptible to problems.

[0013] In the design with the slidable brake disk, in contrast, theproblem is keeping the brake disk on the guiding area of the hub easilyslidable throughout the entire service life. An effective sealing-offcan hardly be implemented because of the narrow installation conditionsand the harsh environmental exposure.

[0014] It is known (for example, from European Patent Document EP 0 531321) to provide the rotary lever 19 with an eccentric or eccentricsection which acts directly or by way of additional elements upon atraverse into which the thrust pieces are screwed.

[0015] It is also known to provide the rotary lever with lateralprojections which act upon the ends of the thrust pieces or on adjustingsleeves into which the thrust pieces are screwed (German Patent DocumentDE 36 10 569 A1).

[0016] The two concepts have the construction of the rotary lever incommon which has an approximately semicircular projection which, on theouter diameter, forms the slide way for a roller bearing, in theinterior of the respective semicircular projection, the eccentric beingformed by means of a slide bearing half shell as well as a bearingroller accommodated therein.

[0017] Particularly in the case of the second described construction,this bearing arrangement makes it possible to keep the reaction forcesof the eccentric bearing and of the outer roller bearing congruent intheir position on the longitudinal axis of the lever.

[0018] As a result, it is achieved that bending loads onto the lever aswell as deformations of the latter as well as a resulting edge run ofthe roller bearing and the slide bearing are avoided, which may clearlyreduce the service life of the bearings (sic-translator). ( . . . slidebearing, which may clearly reduce the service life of the bearings, areavoided.?)

[0019] Although in the case of the construction having a traverse, thedeformation of the lever is reduced by means of the traverse, here alsoan increase of the service life is desirable, particularly by avoidingan edge run.

[0020] A replacement of the roller bearing is also desirable on the sideof the larger diameter of the eccentric projection of the rotary lever.The necessity to arrange the outer bearing shell as a semi-cylindricalprojection in an enveloping manner around the eccentric necessarilyleads to relatively large bearing diameters of the outer bearing. Thisresults in the necessity of using a roller bearing on the outer bearingsince, when a slide bearing is used, the higher resistances to frictionin conjunction with the large friction diameters may lead to frictionlosses and application force losses and, as a result, to an undesirablyhigh brake hysteresis.

[0021] With respect to eccentric-operated disk brakes, it should bementioned that the prior art also includes German Patent Document DE 4430 258 C1, International Patent Document WO97/22814 and German PatentDocument DE 295 08 001 U1.

[0022] The disk brake of the construction of this type, particularly itsapplication device, is to be optimized in that an extensive use of slidebearings with small friction diameters is achieved while thedeformations of the rotary lever are simultaneously minimized.

[0023] The invention achieves this task by means of the objects of Claim1.

[0024] According to the invention, particularly the construction of theapplication device per se is simplified. The invention is suitable forcalipers of many different constructions, such as sliding and hingedcalipers but also for fixed calipers or (micro)-deformable calipers.

[0025] Accordingly, the rotary lever has a recess for receiving the endof the piston rod on one of its ends, and has recesses on its end areafacing away from the recess on two of its exterior sides, into whichrecesses essentially cup-shaped bearing shells and/or essentiallyspherical bearing elements for bearing the rotary lever can be inserted,by means of which the rotary lever is disposed on the caliper and on atleast one thrust piece for displacing the brake pad in the direction ofthe brake disk.

[0026] The rotary lever is thereby constructed as a traverse-typestructural member which makes the use of a traverse separate from therotary lever unnecessary. The spherical bearing elements which can bedisposed in the slide bearing shells permit a durable stable bearing ofthe rotary lever and an overall compact cost-effective construction ofthe application device.

[0027] In a constructively simple manner, the rotary lever is directlyor by way of additional intermediately connected elements disposed onthe caliper—lever bearing—and directly or by way of additionalintermediately connected elements disposed on the at least one thrustpiece—eccentric bearing—.

[0028] The bearing shells are expediently constructed at reasonable costas slide bearing shells.

[0029] Advantageously, the spherical bearing elements are arranged onthe traverse-shaped section of the rotary lever on opposite sides withan opposed pressure direction.

[0030] Particularly preferably, the spherical bearing elements arearranged with their ball centers in the longitudinal direction of thetraverse-type section—and thus perpendicular to the lever armA-A—parallel to the brake disk as well as transversely to thislongitudinal direction in a mutually spaced manner.

[0031] Advantageously, the mutually opposite spherical bearing elementsor bearing balls of the lever and eccentric bearings are each arrangedin the traverse-type section of the rotary lever such that the ballcenters are situated almost or completely on a connection plane with thepivot of the operation on the lever arm. In particular, a compactarrangement of the ball elements of the bearing of the rotary lever isachieved thereby.

[0032] Expediently, the position of the eccentric bearing for achievinga defined change of the transmission ration as a function of the leverposition is offset by a given amount from the connection plane of thecenter of the lever operation to the lever bearing centers.

[0033] The slide bearing shells are preferably arranged in the rotarylever or in the part of the caliper or the intermediate pieces whichfaces away in each case, or on both sides of the spherical bearingelements or bearing balls, so that the bearing of the rotary lever takesplace exclusively by means of slide bearings and bearing balls insertedinto the latter.

[0034] The lever cup advantageously has a toroidal shape.

[0035] Advantageously, the lever cup has a larger cup diameter in theswivelling direction than transversely to this swivelling direction.

[0036] When the brake is designed with in each case only one thrustpiece or only one adjusting rotary drive on one or both sides of thebrake disk, the rotary lever is advantageously and constructivelyfavorably provided with two lever bearings at the ends of thetraverse-type section and with only one eccentric bearing in the center.

[0037] Preferably, the essentially spherical bearing elements and theirreceiving devices have mutually corresponding devices for protectingagainst torsion, which devices are constructed as a butt-welded orfriction-welded seat or, for example, as a dowel pin or spring dowelsleeve.

[0038] Expediently, the essentially spherical bearing elements and theirreceiving devices have, as a device for protecting against torsion, ontheir sides pointing to one another, mutually correspondingtorsion-proof geometrical shapes or, on their sides pointing to oneanother, mutually corresponding flattenings and/or indentations andprojections.

[0039] The indentations/projections expediently have concave/convex orball-cup-shaped constructions.

[0040] Preferably, in each case, at least one of the adjuster rotarydevices is provided on each side of the brake disk for adjusting theaxial distances between the two brake pads and the brake disk.

[0041] Furthermore, preferably the generating of the reaction power onthe side of the brake facing away from the application side is carriedout by

[0042] sliding the caliper and/or

[0043] swivelling the caliper and/or

[0044] sliding the brake disk,

[0045] in which case, as the result of the sliding and/or swivellingmotion, essentially only the path of the power stroke can be bridged.

[0046] The invention combines the advantages of the fixed-caliperprinciple—such as compact construction and implementation of the wearingstroke by the actuating system—with the advantages of the reaction powerprinciple.

[0047] As a result of the additional adjusting device(s) on both sidesof the disk brake, it is permitted to further develop the brake suchthat only a mobility, preferably a slidability and/or a swivellabilityof the caliper and/or the brake disk have to be ensured which isdimensioned such that the working stroke during brakings can be bridgedin order to apply the brake. In this manner the sliding and/or rotarybearings and guides can be dimensioned to be correspondingly smaller andless expensive. Additionally, it is ensured that a smooth running takesplace along the complete sliding or swivelling path since the latter isbridged during virtually every braking.

[0048] The brake disk is preferably constructed as a sliding disk whichis slidably guided on a brake disk hub such that, as a result of thesliding, (only) a sliding path can be implemented which is limited tothe power stroke.

[0049] As an alternative or in addition, the caliper can be constructedas a sliding caliper which has a sliding caliper bearing which can befastened directly to the axle flange and which is dimensioned such that(only) a sliding path can be bridged which is limited to the powerstroke.

[0050] As an alternative or in addition, the caliper may be constructedas a hinged caliper which has a hinged caliper bearing which preferablycan be fastened directly to the axle flange and can be bridged by meansof the swivelling angle which displaces the caliper relative to thebrake disk essentially by the amount of the power stroke.

[0051] In particular, the disk brake according to the invention makes itpossible to continue to arrange the power generating device—such as apneumatically actuated and/or electric-motor-actuated brake cylinder oran electric drive—only on one side on the brake.

[0052] Additional advantages are achieved within the scope of theinvention.

[0053] A variant—can also be considered independently—of the inventionsolves the problem of the joint adjusting of the adjusting rotary driveson both sides of the disk brake. Here, the adjuster rotary drives onboth sides of the brake disk are mutually coupled by means of asynchronizing device. The synchronizing device is preferably constructedas a coupling mechanism or as an electronic coupling system.

[0054] According to another variant—can also be consideredindependently—of the invention, the adjusting system itself is furtherimproved. This variant, in the case of which a particularly space-savingadjusting module is created which can be produced particularlyeconomically, is suitable for brakes of a conventional construction aswell as for brakes of the type of Claims 1, and on.

[0055] According to another claim, the adjusting system on one or bothsides of the brake disk is constructed as an adjuster module which canbe preassembled and which has at least

[0056] preferably an electric motor as the drive,

[0057] a reduction gear connected behind the electric motor,

[0058] which can be mounted jointly on a mounting preform,

[0059] particularly a mounting plate or preferably between two mutuallyspaced mounting preforms,

[0060] the rotary drive(s) being inserted on/in the at least onemounting preform(s).

[0061] In the following, embodiments of the invention are explained indetail with reference to the drawing.

[0062]FIGS. 1a-f are section-type schematic diagrams of different typesof disk brakes;

[0063]FIGS. 2a, b are two partial sectional views perpendicular andparallel to the brake disk of a second embodiment of a disk brakeaccording to the invention;

[0064]FIGS. 3a, b are two partial sectional views perpendicular andparallel to the brake disk of a third embodiment of a disk brakeaccording to the invention;

[0065]FIG. 4 is a perspective view of an adjuster module;

[0066]FIG. 5 is another perspective view of the adjuster module of FIG.4;

[0067]FIGS. 6a, b are perspective views of another adjuster module, inFIG. 6, one of the mounting plates having been removed;

[0068]FIG. 7 is an exploded view of an application device;

[0069]FIGS. 8a-c; a′-c′ are additional views and sectional views of theapplication device of FIG. 7;

[0070]FIG. 9 is a perspective representation of a part of a rotary leverfor application devices of the type of FIG. 7;

[0071]FIG. 10 is a top view and four sectional views of the rotary leverof the type of FIG. 9;

[0072]FIG. 11 is an application unit which can be preassembled andconsists of the adjuster module and the rotary lever;

[0073]FIGS. 12, 13 are a perspective view of a reaction-side part of atwo part caliper and a perspective view of the application side caliperpart;

[0074]FIGS. 14, 15 are sectional views of hinged caliper disk brakes;

[0075]FIG. 16 is a perspective view of another disk brake;

[0076] FIGS. 17-19 are sectional views of variations of the arrangementof bearing balls at the rotary lever and on the adjoining structuralmembers;

[0077]FIGS. 20a-f are additional section-type schematic diagrams of thedisk brakes of FIG. 1;

[0078]FIGS. 20g, h are schematic diagrams of additional variants of diskbrakes;

[0079]FIG. 21 shows different views and variants of disk brakes of thetype of FIG. 20f;

[0080] FIGS. 22-26 are views and sectional views of another disk brake;

[0081]FIG. 27 is a view of the adjusting module for the brake of FIGS.22-26.

[0082]FIG. 1a illustrates a disk brake which has a caliper 1 reachingaround a brake disk 3 in its upper peripheral area. Brake pads 5, 7 arearranged on both sides of the brake disk 3, which brake pads 5, 7 can beslid in the direction of the brake disk and away from it, that is,perpendicular to the plane of the brake disk 3, and, in a conventionalmanner, consist of a brake pad carrier 5 a, 7 a and the pad material 5b, 7 b mounted thereon.

[0083] On one side of the brake disk (on the right in FIG. 1), thecaliper 1 a can be fastened in its lower section, which extendsessentially perpendicular to the brake disk toward the latter to theinterior, by means of at least one or several bolts 9, either directlyto the axle flange 11 of the vehicle axle (otherwise not shown here) or,by way of an intermediate flange (not shown here), to the axle flange11.

[0084] The caliper 1 is stationary relative to the axle flange 11; it istherefore a so-called fixed caliper. Since the caliper 1 cannot be slidrelative to the axle flange, it requires application devices 13, 15 onboth sides of the brake disk 13 for the application (and release) of thebrake pads 5, 7 in the direction of the brake disk 3.

[0085] On its upper side, which is on the right in FIG. 1a, the caliperhas an opening for a piston rod 276 (not shown here) of a brake cylinder274 (which is also not shown here and is preferably pneumatic) or anelectromechanical driving mechanism (see also FIG. 20a).

[0086] The piston rod acts upon a rotary lever 19 which is—preferablyeccentrically—disposed on the caliper 1 and is designed (directly by wayof corresponding projections or optionally by way of additionalstructural members which are not shown here but are indicated asexamples in the additional figures) for advancing, by means of at leastone rotary adjusting device of an adjusting sleeve 21, in which a thrustpiece is screwably arranged, a brake pad 7—here, on the right—in thedirection of the brake disk 3.

[0087] A restoring spring (not shown in FIG. 1) may be used forreturning the brake pad.

[0088] Since the brake disk 3 as well as the caliper 1 are fixedly orstationarily arranged relative to the vehicle axle, the additionalapplication device 15 is provided on the side of the brake disk 3situated opposite the first application device 13.

[0089] This additional application device 15 provided on the left sideof the brake disk 3 in FIG. 1 is constructed analogous to theapplication device 13; that is, it also has a rotary lever 25 which ispreferably disposed eccentrically on the interior side of the caliper 1,and which is designed (directly by way of corresponding projections oroptionally by way of additional structural members which are not shownhere but are indicated as examples in the additional figures) foradvancing, by means of at least one adjusting sleeve 27, in which athrust piece 29 is screwably arranged, the second brake pad 5—here, onthe left—in the direction of the brake disk 3. The rotary lever 25 hasan eccentricity which is opposite to the eccentricity of the rotarylever 19.

[0090] The two rotary levers are directly connected with one another bymeans of a coupling mechanism which is constructed here as a bolt 31coupled in an articulated manner to the upper ends of the rotary levers19, 25 and connecting the latter with one another. The two rotary levers19, 25 therefore move synchronously with respect to one another.

[0091] In contrast to the state of the art according to FIG. 1c, in FIG.1a, separate application devices 13, 15 are therefore provided in eachcase on both sides of the brake disk, which application devices 13, 15can be jointly operated by means of the coupling mechanism.

[0092] An analogous situation exists with respect to the adjustingsystem of the disk brake of FIG. 1a. The adjusting system of this brakehas adjusting devices arranged on both sides of the disk brake. Theseadjusting devices comprise the mutually screwed-together and thereforealso mutually axially adjustable adjusting sleeves 21, 27 and thrustpieces 23, 29 as well as preferably separate adjuster devices (see theadditional figures) on both sides of the brake disk 3. As an alternativeto the rotary adjusting devices, repositionable pistons or otherrepositionable devices can also be implemented. As an alternative—seeFIG. 28—, the thrust pieces 23′ and 29′ may be provided with asleeve-type projection 294 which meshes on one (side? translator) with abolt 296 provided with an external thread, which bolt 296 is supportedat the rotary lever 19 or at the caliper or at another element. Thethrust pieces are preferably sealed off twice with respect to themounting and closing plate 102 (seals 298, 299). It is important thatthe pressure pieces are constructed to be movable in the direction ofthe brake disk.

[0093] The embodiments of FIGS. 1b, 1 d and 1 f differ from theembodiment of FIG. 1 (1 a? translator) in that the caliper has anapplication device 13 in each case only on one side of the brake disk 1(3? translator), the generating of the reaction power taking place onthe side of the brake facing away from the actuating device by a slidingor swivelling of the caliper 1 and/or by the sliding of the brake disk3. The wear adjustment on the reaction side, however, is not implementedas according to the state of the art (FIG. 1c and FIG. 1e) by sliding orswivelling the caliper or by sliding the brake disk but, as in FIG. 1a,by means of an adjusting device integrated in the caliper on thereaction side. According to FIGS. 20g and h, the generation of thereaction power can be achieved by an elastic deformation of the caliper,the brake disk or of a separate element 292.

[0094] In addition to a clear reduction of weight and cost by theelimination of the brake anchor plate and of the sliding guidance systemof a sliding caliper and an increase of the robustness by theelimination of these structural members, disk brakes constructed in thismanner have the advantage that, because of the compulsory wearadjustment, a greater influence can be exercised on a nonuniform wear ofthe inner and outer brake pads.

[0095] Another important advantage of these variants is that the slidingor swivelling travel to be carried out by the caliper 1 and/or the brakedisk 3 is limited to the power stroke required for the application ofthe reaction power, which power stroke amounts to only a small fractionof the wearing stroke; for example, the required power stroke of apneumatically actuated disk brake for 22-inch wheels amounts toapproximately 4 mm, while the wearing stroke amounts to approximately 25mm.

[0096] Like the embodiment of FIG. 1a, the embodiment of FIG. 1b hasadjusting devices arranged on both sides of the disk brake. These againcomprise the adjusting sleeves 21, 27 and the thrust pieces 23, 29,which can be screwed to one another and can therefore also be axiallyadjusted relative to one another, as well as preferably also separateadjuster drives (see the additional figures) on both sides of the brakedisk 3.

[0097] However, in contrast to FIG. 1 (1 a? translator), the disk brakeof FIG. 1b only has an application device on one side of the brake disk3 (here, on the right side), which clearly reduces the costs of thisvariant in comparison to that of FIG. 1 (1 a), because structuralmembers (among others, the rotary lever 25) can be eliminated on theopposite of the brake disk. Instead, it becomes possible to arrange theadjusting sleeve 27 axially but rotatably in a stationary manner on theinterior side of the caliper (back of caliper) and, for adjusting thebrake pad wear on this side of the brake disk 3, to screw the thrustpiece 29 relative to the axially fixed adjusting sleeve 27, so that theaxial position of the thrust piece 29 is changed relative to the brakedisk 3.

[0098] The caliper 1 of the embodiment according to FIG. 1b is, in turn,constructed like the caliper 1 of the embodiment of FIG. 1a as a fixedcaliper.

[0099] Another characteristic feature of the embodiment according toFIG. 1b is the slidability of the brake disk 3 relative to the wheelaxle. For this purpose, the brake disk is preferably provided with atoothing in the area of its hub (not shown here) which is constructedsuch that a sliding path of, for example, <2 mm can be implemented whichis limited to the power stroke.

[0100] Slidable brake disks are known per se. A significant differencewith respect to the known sliding disk principle, which requires thewearing path of, for example, 25 mm, as the sliding path, consists ofthe fact that the brake disk 3 of the brake according to FIG. 1b isconstantly in the range of its working stroke of <2 mm, so that theworking stroke sliding path between the brake disk hub and the actualbrake disk 3 is kept free of frictional corrosion formations andcontamination by the constant movement during the actuation of thebrake, by vibration, etc. The brake disk 3 therefore remains constantlyeasily slidable in the range of its working stroke.

[0101] In addition, the small sliding range can be provided relativelyeasily with protective measures against the formation of corrosion andagainst contamination.

[0102] In comparison, a conventional sliding brake disk graduallychanges its working position on the sliding range of, for example, 25 mmwith increasing wear. The not constantly used sliding range thereforebecomes sluggish over time as a result of corrosion and contamination,which may seriously impair the operation of the brake. The relativelylarge sliding range can be provided with protective measures only athigh expenditures. These problems do not occur in the case of thesolution according to FIG. 1b.

[0103]FIG. 1c shows the state of the art of a sliding caliper, in thecase of which the caliper 1 is constructed as a sliding caliper with acaliper bearing which is slidable along the path o the power strokerelative to the brake disk or the wheel axle or the brake anchor plate(not shown here) conventionally provided in the case of sliding caliperdisk brakes, so that the application of the brake pad 5 situatedopposite the application device 3 takes place on the other side of thebrake disk 34 by a reaction-power-caused sliding of the caliper, anadjusting device being provided only on one side of the brake disk,specifically on the side of the application device 13.

[0104] Here, the embodiment of FIG. 1d uses a different approach. Theconstruction of the braking mechanism in the interior of the caliper 1corresponds to that of the embodiment according to FIG. 1b. However, inthis case, in contrast to FIG. 1b, not the brake disk but the caliper is“micro-slidable”, that is, essentially only by the amount of half theworking stroke (<2 mm) but not by the amount of the wear readjustingpath. This means that the sliding path of the caliper bearing 33 is onlyas large as the maximal working stroke and typically amounts to lessthan 5 mm, for example, 2 to 4 mm.

[0105] In order to implement this, the disk brake of FIG. 1d, like thedisk brake of FIG. 1b, has separate adjusting devices (here, elements21, 23 and 27, 29) on both sides of the brake disk 3.

[0106] Naturally, a combination of the embodiments according to FIGS. 1band 1 d can also be implemented; thus, a disk brake with a caliperbearing and a slidable brake disk which can, in each case, be slid byapproximately half the working stroke. This embodiment is also providedwith separate adjusting devices on both sides of the brake disk 3.

[0107]FIG. 1e shows a so-called hinged caliper disk brake, where thecaliper is swivellably by a defined angle disposed on the brake anchorplate or an axle part (pivot bearing 35 with a strut connection 37 tothe actual hinged caliper 1).

[0108] According to FIG. 1e, this swivelling angle α is selected to beso large that the entire wear adjusting path can be bridged during theswivelling of the caliper.

[0109] In this variant, the basic construction of the applicationmechanism in the interior of the caliper again corresponds to theapplication mechanism of FIG. 1c.

[0110] In contrast, FIG. 1f shows a disk brake with a swivellablecaliper 1 which again has a pivot bearing 39. However, the “hingedcaliper”, which is disposed on the pivot bearing by way of the strutconnection 37, can be swivelled only by an angle α which is so largethat the brake pads can be swivelled by the path of half the workingstroke relative to the brake disk 3. This disk brake also again has anapplication device only on one side of the brake disk but has at leastone adjusting device on both sides of the brake disk.

[0111] Naturally, a combination of the embodiments according to FIGS. 1band 1 f can also be implemented; thus, a combination of a disk brakewith a swivellable caliper and a slidable brake disk. This embodiment isalso equipped with separate adjusting devices on both sides of the brakedisk 3. In the latter case, the required sliding path in the powerstroke can be distributed to the caliper 1 and the brake disk 3.

[0112] It should be noted that the invention is suitable for diskbrakes, particularly commercial vehicle disk brakes, of many differenttypes. Thus, the idea of adjusting devices on both sides of the brakedisk can be implemented in the case of brakes which can be applied by anelectric motor as well as in the case of pneumatically actuated brakes.Furthermore, the adjusting devices may be coupled for the drive with theapplication device(s) on one or both sides of the brake disk and/or maybe provided independently of the application devices with one or severalseparate electromagnetic drive(s). Here, mixed constructions are alsoconceivable, for example, with an adjusting device having an electricmotor on the reaction side and with an adjusting device mechanicallycoupled with the rotary lever on the side of the application device.

[0113] In addition, it is possible to adjust the adjusting rotarydevices on both sides of the brake disk 3 by means of a computer and/ormicroprocessor control separately from one another or, for achieving ajoint adjustment, to carry out a mechanical coupling of the adjustingdevices on both sides of the brake disk 3.

[0114] The forced restoring of the respective slidable or swivellableelement—caliper or brake disk—can be carried out by elastic restoringelements (for example, restoring spring(s)) or an active restoring canbe carried out by the reaction-side adjuster module.

[0115] In addition, the invention is suitable for brakes with only asingle adjusting drive on each side of the brake disk as well as forembodiments with two or even more adjusting drives on each side of theadjusting device.

[0116] Another variant is illustrated in FIGS. 20g and h. Accordingly,the caliper 1 can be elastically deformed by the amount of half thepower stroke or the entire power stroke. According to FIG. 20g, thecaliper has an elastic lower area 290 for the fastening to the axleflange 11, and according to FIG. 20h, it is connected with the axleflange 11 by way of a separate elastic element 292 (for example, a leafspring element) which is screwed between the axle flange and the caliper1. A caliper bearing is not longer necessary. These variants canoptionally also be combined with an elastically deformable brake disk(not shown here) or with a slidable brake disk, in which case the pathof the caliper and of the brake disk to be bridged by elasticity mayhave a particularly small dimension.

[0117] Advantageous further developments of the adjusting devices or ofthe entire adjusting mechanism with the adjusting devices and theadjuster drives are illustrated in FIGS. 2, 3 and 4.

[0118] According to FIG. 2, an adjuster module 50 is in each casearranged on one side of the brake disk 3 and has an output shaft with anoutput gearwheel 52 and a free-wheel device and/or an overload couplingdevice 53.

[0119] A synchronization chain 54 for the synchronization as well as theadjusting movements of all adjusting devices meshes with the outputgearwheel, in the present case, two adjusting rotary devicesrespectively being arranged on each side of the brake disk 3. The diskbrake of FIG. 2 therefore has a total of four adjusting rotary devices(adjusting sleeves 21 a, b, 27 a, b; thrust pieces 23 a, b; 29 a, b).

[0120] The synchronization chain 54 is situated in a plane perpendicularto the brake disk 3 in the upper interior area of the caliper 3 and isdeflected at the caliper 1 on four bolts 56 four times by approximately90° and in this manner is guided essentially on a rectangular contour inthe caliper 1, the synchronization chain extending around the brake disk3 in its upper peripheral area.

[0121] The output gearwheel 52 drives the chain 54 on the side of theapplication device or on the side of the introduction of the brakingpower into the disk brake by way of (partial) ball-socket-shapedbearings (described in greater detail below) and two bearing balls 56 a,b on the back of the caliper of the rotary lever 19 disposed at thecaliper 1 (which in this area has a closed construction), which rotarylever will be explained in greater detail below by means of theadditional figures.

[0122] The synchronization chain 54 also meshes with four gearwheels 58a, b, 60 a, b, which are each disposed on shafts 59 a, b, which havecylindrical worms 62 a, b (see FIG. 2b) in the downward direction, whichcylindrical worms 62 a, b mesh with an external toothing of theadjusting sleeves 21 a, b which are provided with an internal thread andare screwed onto the thrust pieces 23 a, b provided with an externalthread.

[0123] As a result of the synchronization device in the form of asynchronization chain 54 guided “around” the brake disk 3, it istherefore possible to drive as well as synchronize all four adjustingrotary devices on the two sides of the brake disk by means of only one“adjuster drive”.

[0124] Another embodiment of the invention is illustrated in FIG. 3. Inthis embodiment, the rotations of the two adjusting sleeves 21 a, b and27 a, b respectively on each side of the brake disk 3 are in each casesynchronized by synchronization chains 68, 70 wound around gearwheels 64a, b and 66 a, b respectively fitted onto the adjusting sleeves.

[0125] A synchronization of the rotary drives on one side of the brakedisk is known from German Patent Document DE 42 12 405 A1. In thepresent case, the synchronization chains 68, 70 mesh on each side of thebrake disk but, in addition, also in each case with an output gearwheel52 which is arranged in the center between the two rotating spindles andtwo which one automatic free-wheel and/or overload coupling device 53respectively is assigned.

[0126] According to FIG. 3, the synchronization of the adjusting rotarydrive on each side of the brake disk 3 therefore takes place by separatesynchronization chains 68, 70 arranged on the respective brake disk side(or correspondingly designed—here not shown—synchronization belts). ABowden cable 72 in the nature of a bendable shaft with a spur gear orcross gear, which Bowden cable 72 is guided in a curve along the linesof a “cable channel” 74 in the caliper 1 around a side of the peripheraledge of the brake disk 3, transmits the driving power from thefree-wheel and/or overload coupling device 53 on the side of the powerintroduction into the disk brake (here, on the left) to the reactionside. The two ends of the cable channel 74 are closed by means ofsealing stoppers 76 pulled by way of the Bowden cable.

[0127] The embodiment of FIG. 3 has the advantage that not a singlechain in the manner of the synchronization chain 54 is excessivelyloaded but that, at relatively low constructive expenditures, the loadscan be distributed to the two chains 68, 70 on each side of the brakedisk 3 and the Bowden cable 72.

[0128] The actual adjusting drive according to FIG. 2 as well asaccording to FIG. 3 is implemented by a driving device 82 which isarranged at the rotary lever 19 and which acts upon a shift fork 84disposed on the end of the shaft 86, on which the gearwheel 52 is alsosituated so that, when the disk brake is applied and during the movementof the rotary lever 19 connected therewith, a rotating of the gearwheel52 is caused, the synchronization chains 68, 70 and the Bowden cable 72transmitting this rotation to all four adjusting rotary drives.

[0129] It can also be easily recognized in FIG. 3 that the caliper 1 hasa divided construction approximately in the plane of the brake disk, thetwo caliper parts 1 a and 1 b being screwed to one another by means ofstuds 78 which are guided from one side through the (something missingin the German) caliper 1 and engage in bores 80 of the other caliperpart 1 b, which bores 80 are distributed along the outer circumferencesand have an internal thread. The application device can be assembled inthe caliper 1 or can be mounted as a preassembled application module(for example, in the manner of German Patent Document DE 195 15 063 C1).It is also easily visible in FIG. 3 that the fixed caliper 1 has arelatively light construction; that is, it can be limited to aconstructive minimum. The caliper is preferably constructed in one pieceand preferably without screws, the insertion of the elements of theapplication system and of the adjusting devices preferably taking placefrom the side of the brake disk.

[0130] The total transmission ratio of the synchronization mechanisms inFIGS. 2 and 3 is preferably selected such that the advancing movement onthe application side and the reaction side takes place in a uniformmanner. However, for compensating a systematically occurring weardifference, a stepping-up or stepping-down in the transmission of theadjusting movement between the application side and reaction side may beimplemented.

[0131] Another characteristic feature of the disk brakes according tothe invention with respect to their adjusting and synchronizationmechanism is illustrated in the additional FIGS. 4, 5 and 6. Thesefigures each show an “adjuster module” which can be produced in themanner of a preassembled unit and can be inserted into a correspondingclearance of the disk brake, particularly in the area of the applicationdevice.

[0132] In one of its top views, the adjuster module 100, which can bepreassembled, has an elongated, essentially rectangular shape, however,with edges which are rounded and shaped-out according to therequirements. It comprises two mutually spaced, mutually parallel andmutually essentially covering mounting plates 102, 104, between which aclearance is situated in which preferably an electric motor 106 as anadjuster drive and a transmission 108 is housed for converting therotating movements of the drive shaft of the electric motor to anappropriate rotational speed for driving the adjusting rotary devices(spindles).

[0133] The mounting plate 102 has slightly larger dimensions than theother mounting plate 104 and is provided in the outer circumferentialarea with bores 110 for studs (not shown here) for the fastening to thecaliper. The mounting plate 102 is also used as a closing plate forcaliper openings (see FIGS. 12 and 13). In contrast, the mounting plate104 is mainly used for the mounting of the motor 106 and thetransmission 108.

[0134] On the other mounting plate 104—for example, on its exteriorside—the synchronization chain 68 can preferably be mounted which islaid around the gearwheels 64 a, b and synchronizes the rotations of theadjusting sleeves 21 a, b and thus those of the two adjusting rotarydevices.

[0135] The adjusting sleeves 21 a, 21 b, in each case, reach throughrecesses/indentations/guides (not shown here) of the mounting plates102, 104.

[0136] According to FIGS. 4 and 5 as well as according to FIG. 6, theelectric motor 106 is disposed on a type of mounting metal sheet 114which is fastened to one mounting plate 104 and on/at which spacers 116and/or bends are provided by means of which the two mounting plates arefixed in a mutually parallel spaced manner. When an electric motor 106is used, the use of mechanical free wheels and the use of overloadcouplings may optionally also be eliminated in the case of acorresponding electronic control system and/or a corresponding automaticelectronic control system.

[0137] According to FIG. 5, gearwheels 117 a, b, which are arrangedbetween the mounting plates 102, 104, take over the transmission of therotations of the electric motor 106 to the gearwheel 52.

[0138] The motor fixed on the mounting metal sheet 114 is situatedessentially at a slight angle to the straight line connecting the axesof the two adjusting sleeves. According to FIG. 6, its output gearwheel120 meshes with a gearwheel 122 which is disposed on a shaft 124 alignedparallel to the motor 106, which shaft 124 is disposed in recesses oftwo of the bends 116 of the mounting metal sheet 114. Cylindrical worms126 a, b are in each case applied to the ends of the shaft 124, whichcylindrical worms 126 a, b mesh with the gearwheels 128 a, 128 b which,by way of shafts 130 a, 130 b penetrating the other mounting plate 104,(something is missing in the German), and at whose ends gearwheels 132a, 132 b are arranged which mesh with the gear wheels 64 a, 64 b on theadjusting sleeves 21 a, 21 b. The cylindrical worms are constructed such(right-hand construction or left-hand construction) that no differentthread directions (right-hand thread/left-hand thread) are required forthe thrust pieces. The thrust pieces 23 a, 23 b can in each case bescrewed with their thread inserts in a premountable manner into theadjusting sleeves 21.

[0139] Thus, one adjuster drive respectively as well as the adjustingrotary devices can be integrated in a space-saving manner in theadjuster module 100, which can be produced in a cost-effective fashionfrom only a few parts and is easily mountable, on each side of the brakedisk as well as its synchronization mechanism.

[0140] One of the adjuster modules 100 can be provided in each side ofthe brake disk 3, in which case the synchronization of the adjustingmovements can take place in a mechanically as well aselectronically/computerized controlling and/or automatically controllingmanner. It is only necessary to lead a power supply cable and/or a datatransmission cable to the disk brake and to lead these in the disk braketo the adjuster module 100.

[0141] When using an electric adjuster drive with an electric motor 106,it is therefore basically possible to use only one electric motor 106and to mechanically carry out the transmission of the adjusting movementfrom the application side to the reaction side, for example, in themanner of FIG. 2 or 3.

[0142] However, advantageously, an independent electric adjusting driveis arranged on the reaction side.

[0143] Because of coupling and sealing problems, the electric wiringconnection of the reaction side with the application side can beimplemented more easily than the mechanical transmission synchronizationand, because of the possibility of the independent control of the twoadjusting systems, additional controlling/automatic controllingpossibilities of the operating behavior of the brake are obtained.

[0144] Thus, an individual controlling of the adjusting rotary drives ofthe two adjuster modules 100 on both sides of the brake disk 3 permitsthe following:

[0145] An individual adjusting of the release play on both sides of thebrake disk 3 to its respective occurring position; for example, when amounted brake disk is used, its installation position may scatter by˜/−1 mm as a result of component tolerances;

[0146] an active restoring of the slidable brake disk or of the slidingor hinged caliper into a desired starting position is permitted aftereach braking;

[0147] in the event of the occurrence of an uneven brake pad wear, therelease play can be adjusted to unequal on the two sides of the brakedisk in order to compensate an uneven wear during subsequent brakings;

[0148] when the vehicle is used in off-road driving, the brakeshoes/brake pads may be designed to be slightly grinding in order tokeep the friction surfaces free of abrasive dirt;

[0149] a minimizing of the required release play and thus of theoperating energy requirement is permitted.

[0150] Specifically the above-mentioned advantages demonstrate that itis useful to combine the advantageous effects of the ideas of the brakesof FIG. 1 and/or of the synchronization mechanisms according to FIGS. 2and 3 and/or of the adjuster modules according to FIGS. 4 to 6 to form afundamentally new type of brake disk.

[0151] This will be explained in detail in the following by means ofadditional embodiments.

[0152]FIG. 7 illustrates the novel construction and bearing of therotary lever 19.

[0153] The rotary lever 19 is constructed as a traverse-type structuralmember which makes the use of a traverse separately of the rotary leverunnecessary.

[0154] The rotary lever 19 is particularly easily visible in FIG. 9,which is limited to a representation of the section to the right of theplane of symmetry “S” of the one-piece rotary lever 19 and above another“plane of symmetry”, but here only relative to the lower portion of therotary lever.

[0155] The rotary lever 19 has an “upper” recess 150 (hemisphericallycup-shaped) for receiving the end of a piston rod of an actuating device(for example, a brake cylinder, electrically and/or mechanically and/orpneumatically operable) (see, for example, also European Patent DocumentEP 0 531 321). From the area of the upper recess 150, the lever widensin the area of a “triangular” section 152 in the downward directionuntil it reaches a width exceeding the spacing of the two adjustingsleeves 21 a, b and the thrust pieces 23 a, 23 b. It also widens in thedirection (viewed in the installed position) perpendicular to the brakedisk.

[0156] In the area of the triangular section 152, recesses 154, 156 areprovided on the two main outer surfaces of the rotary lever 19, whichrecesses 154, 156 minimize the weight of the rotary lever 19, thestrut-type edges 152 a of the triangular section 152 of the rotary leverproviding the latter in this area with an increased stability withrespect to bending loads.

[0157] The triangular section 152 of the rotary lever, which in theconventional representation of FIGS. 7 and 9, is “situated at the top”,is adjoined in its lower area, which faces away from the recess 150, bya traverse-type section 158 of an essentially constant width which isessentially rectangular in the top view but which in comparison with thetriangular section has an essentially step-type clearly enlarging depth(in the installed position, viewed perpendicular to the brake diskplane).

[0158] In the rectangular section of the rotary lever, essentially sixadditional recesses 160 a, 162 a, b and 164, 165 are constructed, inwhich case the two outer recesses 160 a, b are constructed on the sideof the rotary lever 19 situated opposite the recess 150 for receivingthe piston rod; the additional recesses 162 a, b adjoining the aboverecesses toward the inside are constructed on the side of the recesses150; and the central recesses 164, 165 are constructed on both sides ofthe rotary lever 19.

[0159] The four recesses 160 and 162 each have a rectangularconstruction with rounded ends and taper, having an essentiallycup-shaped/hemispherical-shell-type design (eccentric domes and leverdomes) in their end area, while the center recesses 164, 165 have anarrower oblong shape.

[0160] The four recesses 160 and 162 are used for receiving alsoessentially hemispherical-/partially-spherical-shell-type, cup-shapedslide bearing shells 170 a, b, 172 a, b (see FIG. 8).

[0161] Such a hemispherical-/partially-spherical-shell-type, cup-shapedslide bearing can also be inserted into the recess 150. The bearingballs 56 a, 56 b are inserted into the slide bearing shells 172 a, bsituated on the inside.

[0162] These bearing balls can be supported directly on the back of thecaliper or on projections of the back of the caliper or on separatecomponents 174 a, b which are fixedly connected with the caliper (back)19.

[0163] For this purpose, the caliper or the additional components are tobe provided with corresponding cup-shaped recesses 176 a, b, in whichthe bearing balls 56 engage. The bearing balls 56 can be fixed in therecesses 176.

[0164] Bearing balls or spherically shaped ends 178 a, b of intermediatepieces 180 a engage in the outer recesses 160 a, b or in the slidebearing shells 170 a, b, 172 a, b inserted into the latter. Theintermediate pieces 180 have a sleeve-type construction on their endsopposite the spherically shaped ends and receive the ends of the thrustpieces 23 a, b facing away from the brake disk, if the pads are not yetworn out (see FIG. 8a).

[0165] The intermediate pieces 180 are axially, at their ends facingaway from the rotary lever, adjoined by the adjusting sleeves 21 a, bwith the internal thread which can be inserted into the mounting plate102 and/or 104. The stud-type ends of the thrust pieces 23 widening justin front of the brake disks 3 are screwed into the adjusting sleeves 21.By means of the rotation of the adjusting sleeves 19, the axial distancebetween the thrust pieces and the rotary lever 19 can therefore bechanged for adjusting the brake pad wear, in which case the possibilityof the rotation by means of the worm gear transmission 108 is outlinedpurely schematically, which acts upon the external toothing or agearwheel on the adjusting sleeves 21.

[0166] The intermediate pieces 180 are therefore used for thetransmission of power from the rotary lever 19 to the thrust pieces 23during the application of the brake.

[0167] According to FIGS. 7 and 8, one pair of bearings respectively,consisting of one lever bearing and eccentric bearing respectively, istherefore arranged on the brake or rotary lever 19, which is constructedin a traverse-type manner, on both sides of the central (something ismissing in the German.) (Line A-A in FIG. 10).

[0168] These two bearings each consist of the ball 56, 178—preferably aroller bearing ball sliding body—as well as of the cup-shaped slidebearing shell 170, 172 engaging with the ball 56, 178, as well as of thecup-shaped indentations/recesses 176, 177, which support the ball, ineach case in the component (caliper 1 or intermediate piece 180) whichinteracts with the ball and which does not receive the slide bearingshell.

[0169] The two pairs of bearings are received on both sides of therotary lever 19 in the rectangular section 158 of the rotary lever 19constructed in a traverse-type manner and arranged at a right angle withrespect to the lever arm (A-A). The sliding balls 56 a, 56 b and 178 a,178 b are therefore arranged at the traverse-type section 158 of thelever on opposite sides of the latter with an opposed pressuredirection.

[0170] In addition, the sliding balls 56 a, 56 b and 178 a, 178 b arespaced away from one another with their ball centers in the longitudinaldirection of the traverse-type lever section (thus perpendicular to thelever arm A-A in FIG. 1, parallel to the brake disk 1) as well astransversely to this longitudinal direction.

[0171] The spacing x transversely to the longitudinal direction definesthe eccentricity of the eccentric arrangement causing the powertransmission.

[0172] In contrast, the spacing y in the longitudinal direction isrequired in order to avoid overlapping of the two bearings or in orderto be able to accommodate these jointly in the rotary lever.

[0173] The bearings, which are in each case situated opposite oneanother in the traverse-type section 158 of the rotary lever 19, arearranged such in this section 158 that the ball centers are almost orcompletely situated on a connection plane with the pivot of operation onthe lever arm (recess 150, see Line “L” in FIG. 10).

[0174] However, it is also conceivable that the position of theeccentric bearing for achieving a defined change of the transmissionratio as a function of the lever position deviates by a given amountfrom the connection plane of the center of the lever operation to thelever bearing centers. The respective upper bearing, that is, thebearing situated on the side of the lever operation, causes the supportof the rotary lever 19 against the caliper. The respective lower bearingtransmits the operating force to the application-side thrust piece(s).

[0175] As in FIG. 8, the slide bearing shells may be arranged in therotary lever 19 as well as (not shown) in the respective part of thecaliper 1 or of the intermediate elements 190 which faces away, or onboth sides of the balls 56, 178.

[0176] It is particularly advantageous to receive the balls 56, 178 inthe component which in each case faces away from the slide bearing shellin a cup diameter which is by a defined amount larger than the balldiameter, so that, during the operation of the rotary lever 19, theball, in addition to the sliding movement in the bearing shell, alsocarries out a limited rolling movement in the opposite receiving cup andthus reduces the necessary sliding movement in the bearing shell forcarrying out the lever swivelling stroke and thus also the bearingfriction.

[0177] The receiving play of the sliding ball in the receiving cup alsopermits the avoidance of the otherwise necessary tilting movement of thepiston. In this case, a compensating movement in the swivel joint issuperimposed on the exclusively rotatable driving of the piston.

[0178] For achieving a sufficient rolling play in the swivellingdirection of the rotary lever 19 with a simultaneously good guidancetransversely to the swivelling direction, the lever cup (recess 162) canbe provided in a toroidal manner with a larger cup diameter in theswivelling direction than transversely to this swivelling direction.

[0179] As a result of the further development of the rotary lever 19illustrated in FIGS. 7 to 10, in a particularly uncomplicated manner,the use of particularly simple and cost-effective ball slide bearings ispermitted.

[0180] The deformation of the rotary lever 19 because of the axialdistance of the power introduction into the bearings of a pair ofbearings and the resulting bending moment can be minimized by thetraverse-type further development.

[0181] As a result of the spherical shape of the bearing elements, atilting course of the bearings is completely excluded; that is, also inthe event of deformations of the rotary lever, the bearing capacity andthe maximally achievable service life of the ball slide bearings will befully utilized.

[0182] Furthermore, the rotary lever 19 is sufficiently fixed by theballs 56 relative to the caliper, so that a further, possibly frictionalguiding of the rotary lever is no longer required.

[0183] For the special case of a brake having only one adjusting rotarydevice or only one spindle on each side of the brake disk or on one sideof the brake disk, the rotary lever may be constructed with two leverbearings at the ends of the traverse-type section 158 and with only oneeccentric bearing in the center (not shown).

[0184] The rotary lever 19 of FIGS. 1 to 10 is suitable for caliperconstructions of all types; thus, for virtually all caliper types,particularly also FIG. 1 (hinged caliper, sliding caliper, fixedcaliper).

[0185] It is also conceivable that the essentially spherical bearingelements 158, 160 and the pertaining cups have an elliptical shape whichis flattened with respect to the ball geometry.

[0186] As examples, FIGS. 12 and 13 show the possible caliper geometriesof caliper parts 1 a and 1 b.

[0187] The reaction-side caliper part 1 a of FIG. 12 has a recess 200for receiving the adjuster module 100, which recess is provided with twoindentations 200 a, 200 b for receiving the ends of the thrust pieces 29a, 29 b. Bores 204 are distributed around the recess 200, to which bores204 the mounting plate 104 can be screwed.

[0188] In contrast, the application-side caliper part 1 b of FIG. 13 hasa recess 206 penetrating the caliper wall toward the brake disk 1, intowhich recess 206 the adjuster module 100 can be inserted, bores 204again being distributed around the recess 206, to which bores themounting plate 104 can be screwed (optionally with an additionalsurrounding sealing ring).

[0189]FIG. 14 is a sectional view of a disk brake whose basic principlecorresponds to FIG. 1f and which, in addition, utilizes important ideasof the other embodiments.

[0190] In contrast, FIG. 1f shows a disk brake with a swivellablecaliper 1 which has the pivot bearing 39 to the axle flange 11. The“hinged caliper” which is disposed on the pivot bearing by way of thetwo-part strut connection 37 can be swivelled about an angle α which isso large that the brake pads 5, 7 can be swivelled by the path of theworking stroke relative to the brake disk 3. This disk brake also againhas an application device only on one side of the brake disk 3 with therotary lever 19 of the type of FIGS. 10 and 11 but, on both sides of thebrake disk 3, has at least one adjuster rotary device with thrust pieces23 a, b and 29 a, b as well as the adjusting sleeves 21 a, b and 27 a,b.

[0191] In FIG. 14, the axial offset of the rotary lever is easilyvisible in its lower traverse-type area at the level of the thrustpieces 23 relative to the brake disk 3 during its movement from position“i” by way position “ii” into position “iii”. The synchronization of theadjuster rotary device with the thrust pieces 23 a, b and 29 a, b aswell as the adjusting sleeves 21 a, b and 27 a, b is achieved here inthat a driving device 220 is linked to the rotary lever 19 in an oblonghole 222 of the latter. The driving device 220 has a rod-typeconstruction and reaches over the upper circumferential edge of thebrake disk 3. On its side facing the brake disk 3, it is also providedin sections with a type of toothed-rack profile 224, which meshes withgearwheels 226, 228 which, during an axial displacement of the drivingdevice 220, rotate the adjusting sleeves 21, 27 and cause theadjustment. In this case, a free wheel and overload device is to beprovided on each side of the brake as well as a synchronization of thetwo adjuster rotary devices on each side of the brake disk.

[0192] The application mechanism of FIG. 15 corresponds to that of FIG.14. However, the adjusting synchronization takes place by way of a shaft230 which reaches over the brake disk and has cylindrical worms 232, 234at its ends.

[0193]FIG. 16 is a purely schematic view of the arrangement ofelectric-motor adjusting drives 106 on each side of the brake disk.

[0194] According to FIGS. 17a and b, the essentially spherical bearingelements 56, 178 and their receiving devices 235, 236—here, at thecomponents 174 a, b, and at the intermediate pieces 180 a, b—havemutually corresponding flattenings 237, 238 on their sides pointingtoward one another.

[0195] In this manner, an uncomplicated protection against torsion isensured in order to prevent damage to the ball surface and/or thebearings in the area of the bearings. In addition, the flattenings 237,238 contribute to an optimization of the space requirement of thebearings and to an increase of the stability.

[0196] A play between the essentially spherical bearing elements 56, 178and their receiving devices 235, 236 in a simple manner permits acompensation of tolerances.

[0197] In a simple manner, a stripper 239—for example, in a ringshape—on the bearing cups 158, 160 prevents the leaking-out of thegrease filling, as illustrated in FIG. 19.

[0198]FIG. 18 shows other variants of devices for the protection againsttorsion between the essentially spherical bearing elements 56, 178 andtheir receiving devices 235, 236.

[0199] Thus, according to FIG. 18a, the devices for protecting againsttorsion are constructed as a butt-welded or friction-welded seat 240.

[0200] According to FIG. 18b, the devices for the protection againsttorsion are constructed as a spring dowel pin or spring dowel sleeve241.

[0201] According to FIGS. 18e, f and g, the essentially sphericalbearing elements 56, 178 and their receiving devices 235, 236 havemutually corresponding torsion-proof geometrical shapes as a device forprotecting against torsion on their mutually facing sides, specificallyin the manner of mutually corresponding, mutually engaging indentation242 and projections 243, which have a conical (concave/convex; see FIGS.18c and d) or ball-socket-shaped or section-shaped (see FIG. 18e)construction.

[0202] The different geometrical shapes may be achieved, for example, bya grinding-off of commercially available bearing balls.

[0203] In addition to the strippers, FIG. 19a illustratesposition-fixing, mutually corresponding projections 244 and recessesbetween the bearing balls and the bearing shells, the bearing shellrecesses being constructed as shaped-out sections 245 which, on theirside facing away from the bearing balls, in turn, engage incorresponding recesses 246 in the corresponding structural member—here,in the rotary lever—, so that a fixing of positions is also achievedbetween the bearing shells 170, 172 and the rotary lever.

[0204] According to FIG. 19b, a cylindrical extension 247 is constructedon the bearing shell, which cylindrical extension 247 engages in thecorresponding structural member—here, the rotary lever 19—and is usedfor fixing the position and as a grease reservoir.

[0205] According to FIG. 19b, bores 248 for the passage of grease areprovided in the bearing shell, for an improved lubrication, which bores248 lead into the grease receiving grooves 249 in the correspondingcomponent—here, the rotary lever 19—.

[0206]FIG. 20a—(something missing?) show disk brakes analogous to FIG. 1in a detailed representation.

[0207] Thus, the brake disk of FIG. 20a again has a fixed caliper or acaliper 1 which can be fixedly or stationarily fixed on the axle, sothat application devices 13, 15 are provided on both sides of the brakedisk for the application (and release) of the brake pads 5, 7 in thedirection of the brake disk 3, which application devices 13, 15, inturn, in each case, have at least one of the adjusting rotary deviceswith one adjusting sleeve 21, 27 respectively, in which one of thethrust pieces 23, 29 is in each case screwably arranged. The two rotarylevers 19, 25 are mutually coupled by way of the coupling mechanism inthe form of the bolt 31.

[0208] The—pneumatically actuated—brake cylinder 274 and the piston rod276, which acts upon the rotary lever and which is linked to the upperend of the rotary lever 19, are easily recognizable. The pneumaticactuating devices preferably has a compact construction; anelectromechanical actuation would also be conceivable.

[0209] In contrast, according to FIGS. 20b, d and f, the caliper has anapplication device 13 in each case only on one side of the brake disk 1,the generating of the reaction power taking place on the side of thebrake facing away from the actuating device by a sliding or swivellingof the caliper 1 and/or the sliding of the brake disk 3. The wearadjustment on the reaction side is in each case implemented by anadjusting device, such as an adjusting module, integrated in the caliperon the reaction side.

[0210] The sliding or swivelling travel to be carried out by the caliper1 and/or the brake disk 3 is limited to the power stroke required forthe application of the reaction fore, which power stroke amounts to onlya fraction of the wearing stroke.

[0211] According to FIG. 20b, adjusting devices are arranged on bothsides of the disk brake, which adjusting devices again have the mutuallyscrewed-together and therefore also mutually axially adjustableadjusting sleeves 21, 27 and thrust pieces 23, 29, as well as preferablyalso separate adjuster drives on both sides of the brake disk 3. Thebrake disk 3 is constructed as a sliding disk, for the purpose of whichthe brake disk is preferably provided with a toothing in the area of itshub, which has a sliding travel limited to the power stroke.

[0212] Like FIG. 1c, FIG. 20c shows the state of the art of a slidingcaliper where the caliper is constructed as a sliding caliper with acaliper bearing which is slidable along the path of the power strokerelative to the brake disk or to the wheel axle 9 or the brake anchorplate (not shown here) normally provided in the case of sliding caliperdisk brakes. In this case, the bearing bush 254 is designed for bridginga sliding path S which essentially corresponds to the amount of themaximal brake pad wear (here also marked “S”).

[0213] According to FIG. 20d, the caliper 1 is “micro-displaceable” byan amount which is no greater than the working stroke (preferably by theamount of half the working stroke). The disk brake of FIG. 20d comprisesseparate adjusting devices (elements 21, 23 and 27, 29) on both sides ofthe brake disk 3, a lower projection 250 being constructed on thecaliper 1 and being screwed by means of bolts 252 to the axle flange 11.The bolt(s) penetrate(s) a bearing bush 256 which is screwed into anopening 258 of the projection 250 of the caliper 1 and is designed suchthat a displaceability of the caliper 1 is achieved relative to the axleflange 11 by the amount of half the working stroke “A/2”.

[0214]FIG. 20e shows a so-called hinged caliper disk brake in the caseof which the caliper is swivellably by a given angle disposed on thebrake anchor plate or an axle part (pivot bearing 35 with the strutconnection 37 to the actual hinged caliper 1).

[0215] According to FIG. 20e, this swivelling angle α is selected to beso large that the entire wear adjusting path can be bridged when thecaliper is swivelled.

[0216] In this variant, the basic construction of the applicationmechanism in the interior of the caliper again corresponds to theapplication mechanism of FIG. 1c; that is, no adjusting components areprovided on the reaction side but the brake pad arranged there isdirectly or indirectly supported on the caliper, in which case noadjusting possibility exists between the brake pad and the caliper.

[0217] In contrast, FIG. 20f shows a disk brake with a swivellablecaliper 1 which again has a pivot bearing 39. The “hinged caliper”disposed by way of the strut connection 37 on the pivot bearing,however, can be swivelled only by an angle α which is so large that thebrake pads can be swivelled by the path of half the working strokerelative to the brake disk 3. This disk brake also has an applicationdevice only on one side of the brake disk 3 but has at least oneadjusting device on both sides of the brake disk.

[0218] For limiting the movement or limiting the adjusting angle, thecaliper 1 is again provided with a lower projection 260 for forming thestrut connection 37, which projection 260 is screwed to the axle flange11 by means of a bolt 252. The bolt penetrates a bearing bush 262 whichhere is constructed, for example, as a rubber bearing bush with anintegrated device for the restoring (cup spring or the like), the rubberbearing bush being designed in such manner that such a swivellability isensured that the caliper is swivelled in the area of the pads by theamount of half the working stroke “A/2”.

[0219]FIGS. 21a and b show another representation of a brake of the typeof FIG. 20f, in which case, according to FIG. 21a, the projection 260can be swivelled about a cylindrical bearing bolt 261 which can berotated in a recess 11 a of the axle flange 11. In addition, FIG. 21ashows that two bearings 29 are provided. The construction of theapplication system and of the adjusting system corresponds to FIG. 23.

[0220] In contrast, according to FIG. 21c, the projection is providedwith a spherical or cylindrical bearing projection 278 on its end facingaway from the remaining caliper 1, which bearing projection 278 isdisposed in a recess 280.

[0221] According to FIG. 22d, two bearing bushes 262 a, 262 b areprovided for implementing the swivellability, which bearing bushes 262a, 262 b are framed by a rubber ring 282.

[0222] The disk brake constructed according to FIGS. 22 to 27 can bemounted as a “micro-sliding disk brake” in the manner of FIGS. 1d and 20d on the axle flange or the brake anchor plate (not shown here). As analternative, a design as a “micro-swivellable disk brake” according tothe type of FIG. 20f would also be conceivable.

[0223] The caliper 1 provided with a recess above the brake disk, in theupper peripheral area, reaches in a frame-type manner around the brakedisk 3, the brake pads 5, 7, the application device 13 constructed onone side of the brake disk, and the two adjusting devices on both sidesof the brake disk 3.

[0224] The recess 206 for the adjusting module on the reaction side iseasily recognizable in FIG. 23. On its side facing the brake disk, thecaliper in each case closed by the mounting or base plate 104. For eachadjusting module on each side of the brake disk, one of the electricmotors 106 is in each case situated between the two thrust pieces 23 a,b; 29 a, b and the adjusting sleeves 21 a, b; 27 a, b, an output shaft268 provided with an output gearwheel 266 penetrating the mounting plate102, where, in a constructively simple and cost-effective manner, itmeshes with two gearwheels 270, 272 situated opposite one another at theouter circumference of the output shaft, which gearwheels 270, 272, inturn, mesh with the adjusting sleeves 21, 23 toothed on theircircumference or (having? translator) a gearwheel 286. The mountingplate 104 and the mounting preform 102 are provided with shaped-outsections for receiving the thrust pieces 23, 29 and the adjustingsleeves 21, 27.

[0225] During the mounting, the rotary lever 19 is first inserted intothe caliper, whereupon the two adjusting modules are inserted into thecaliper, the mounting plates 104 in each case being screwed togetherwith the caliper.

Reference Numbers

[0226] Caliper 1

[0227] brake disk 3

[0228] brake pads 5, 7

[0229] brake anchor plate 5 a, 7 a

[0230] pad material 5 b, 7 b

[0231] bolt 9

[0232] axle flange 11

[0233] recess 11 a

[0234] application devices 13, 15

[0235] opening 17

[0236] rotary lever 19

[0237] adjusting sleeve 21

[0238] thrust piece 23

[0239] rotary lever 25

[0240] adjusting sleeve 27

[0241] thrust piece 29

[0242] pivot bearing 35

[0243] strut connection 37

[0244] pivot bearing 39

[0245] adjuster module 50

[0246] output gearwheel 52

[0247] free-wheel and/or overload coupling device 53

[0248] synchronization chain 54

[0249] bearing balls 56 a, b

[0250] gearwheels 58 a, b, 60 a, b

[0251] shafts 59 a, b

[0252] cylindrical worms 62 a, b

[0253] gearwheels 64 a, b; 66 a, b

[0254] synchronization chains 68, 70

[0255] Bowden cable 72

[0256] cable channel 74

[0257] sealing stopper 76

[0258] driving device 82

[0259] shift fork 84

[0260] shaft 86

[0261] adjuster module 100

[0262] mounting plates 102, 104

[0263] electric motor 106

[0264] gear 108

[0265] bores 110

[0266] mounting metal sheet 114

[0267] spacers, bends 116, 118

[0268] gearwheels 117 a, b

[0269] output gearwheel 120

[0270] gearwheel 122

[0271] shaft 124

[0272] cylindrical worms 126 a, b

[0273] gearwheels 128 a, 128 b

[0274] shafts 130 a, 130 b

[0275] gearwheels 132 a, 132 b

[0276] recess 150

[0277] triangular section 152

[0278] recesses 154, 156

[0279] traverse-type section 158

[0280] recesses 160 a, b, 162 a, b and 164, 165

[0281] slide bearing shells 170 a, b, 172 a, b

[0282] components 174 a, b

[0283] recesses 176, 177

[0284] spherical ends or balls 178 a, b

[0285] intermediate pieces 180

[0286] recess 200

[0287] indentations 200 a, 200 b

[0288] bores 204

[0289] recess 206

[0290] driving device 220

[0291] oblong hole 222

[0292] toothed rack profile 224

[0293] gearwheels 226, 228

[0294] shaft 230

[0295] cylindrical worms 232, 234

[0296] receiving devices 235, 236

[0297] flattenings 237, 238

[0298] stripper 239

[0299] seat 240

[0300] spring dowel sleeve 241

[0301] indentations 242

[0302] projections 243

[0303] projections 244

[0304] shaped-out sections 245

[0305] recesses 246

[0306] extension 247

[0307] bores 248

[0308] grease receiving grooves 249

[0309] projection 250

[0310] bolt 252

[0311] bearing bush 254

[0312] bearing bush 256

[0313] opening 258

[0314] projection 260

[0315] bearing bolt 261

[0316] bearing bush 262

[0317] output gearwheel 266

[0318] output shaft 268

[0319] gearwheels 270, 272

[0320] brake cylinder 274

[0321] piston rod 276

[0322] bearing projection 278

[0323] recess 280

[0324] rubber ring 282

[0325] gearwheel 286

[0326] elastic area 290

[0327] elastic element 292

[0328] projection 294

[0329] bolt 296

[0330] seals 298, 299

[0331] sliding paths S, A/2

1. Disk brake, particularly for commercial vehicles, having a) a caliper(1) reaching over a brake disk (3), b) an application device (13)arranged in the caliper for the application of brake pads (5, 7) on bothsides of the brake disk (3) in its direction, c) as well as at least oneadjusting system arranged in the caliper (1) for compensating brake padand/or disk wear by adjusting the distance between the brake lining (7)and the brake disk (3), d) the adjusting system preferably having anadjuster device, particularly a rotating device, e) the applicationdevice arranged in the caliper (1) has at least one rotary lever (19)which can be operated preferably by a rod, particularly a piston rod,characterized in that f) at one of its ends, the rotary lever (19, 25)has a recess (150) for receiving the end of the piston rod and, at itsend area facing away from the recess (150), the rotary lever (19, 25)has recesses (160, 162) on two of its exterior sides, g) into whichessentially cup-type bearing shells (170, 172) and/or essentiallyspherical bearing elements (56, 178) can be inserted for the bearing ofthe rotary lever (19), by means of which the rotary lever (19) isdisposed on the caliper (1) and on at least one thrust piece (23) fordisplacing the brake pad (7) in the direction of the brake disk (3). 2.Disk brake according to claim 1, characterized in that the rotary lever(19) is disposed directly or by way of additional intermediatelyconnected elements on the caliper (1)—lever bearing—and directly or byway of additional intermediately connected elements on the at least onethrust piece (23)—eccentric bearing—.
 3. Disk brake according to claim 1or 2, characterized in that the bearing shells (170, 172) areconstructed as slide bearing shells.
 4. Disk brake according to claim 1,2 or 3, characterized in that the rotary lever (19) widens from the areaof the upper recess (150) to a traverse-type section (158).
 5. Diskbrake according to one of the preceding claims, characterized in thatthe two bearing pairs—lever bearing and eccentric bearing to the thrustpieces—are constructed in the traverse-type section (158) of the rotarylever (19) arranged at a right angle with respect to the lever arm(A-A).
 6. Disk brake according to one of the preceding claims,characterized in that, in the traverse-shaped section (158) of therotary lever (19), two outer recesses (160 a, b)—eccentric cups—arearranged on the side of the rotary lever (19) situated opposite therecess (15) for receiving the piston rod, and two recesses (162 a,b)—lever cups—situated farther inside relative to the recesses (160 a,b) are arranged on the opposite side of the traverse-shaped section(150).
 7. Disk brake according to one of the preceding claims,characterized in that the spherical bearing elements (56 a, 56 b nd 178a, 178 b) are arranged on the traverse-shaped section (158) of therotary lever (19) on the opposite sides with an opposite pressuredirection.
 8. Disk brake according to one of the preceding claims,characterized in that the spherical bearing elements (56 a, 56 b and 178a, 178 b), with their ball centers, in the longitudinal direction of thetraverse-type section (158)—and thus perpendicular to the lever armA-A—parallel to the brake disk (1) as well as transversely to thislongitudinal direction are arranged in a mutually spaced manner.
 9. Diskbrake according to one of the preceding claims, characterized in thatthe mutually opposite spherical bearing elements or bearing balls (56 a,56 b and 178 a, 178 b) of the lever and eccentric bearings are eacharranged in the traverse-type section (158) of the rotary lever (19)such that the ball centers are situated almost or completely on aconnection plane with the pivot of operation on the lever arm.
 10. Diskbrake according to one of the preceding claims, characterized in thatthe position of the eccentric bearing, for achieving a defined change ofthe transmission ratio as a function of the lever position, is displacedby a given amount from the connection plane of the center of the leveroperation to the lever bearing centers.
 11. Disk brake according to oneof the preceding claims, characterized in that the slide bearing shells(170, 172) are arranged in the rotary lever (19) or in the respectivelyfacing-away part of the caliper (1) or of the intermediate parts (180)or on both sides of the spherical bearing elements or bearing balls (56,178).
 12. Disk brake according to one of the preceding claims,characterized in that the spherical bearing elements or bearing balls(56, 178) in the component in each case facing away from the slidebearing shell (170, 172) are received in a cup with a cup diameter whichis by a given amount larger than the ball diameter, so that, when therotary lever (19) is operated, the spherical bearing elements (56, 178),in addition to the sliding movement in the bearing shells (170, 172),also carry out a limited rolling motion in the opposite receiving cup.13. Disk brake according to one of the preceding claims, characterizedin that the lever cup (162) has a toroidal construction.
 14. Disk brakeaccording to one of the preceding claims, characterized in that thelever cup (162) has a larger cup diameter in the swivelling directionthan transversely to this swivelling direction.
 15. Disk brake accordingto one of the preceding claims, characterized in that, in the case of abrake design with, in each case, only one thrust piece or only oneadjusting rotary drive on one or both sides of the brake disk (3), therotary lever (19) is provided with two lever bearings at the ends of thetraverse-type section (158) and with only one eccentric bearing in thecenter.
 16. Disk brake according to one of the preceding claims,characterized in that the essentially spherical bearing elements (56,178) and/or their bearing cups (158, 160) have an elliptical shape whichis flattened with respect to a ball geometry.
 17. Disk brake accordingto one of the preceding claims, characterized in that the essentiallyspherical bearing elements (56, 178) and their receiving devices (235,236) have mutually corresponding devices for a protection againsttorsion.
 18. Disk brake according to one of the preceding claims,characterized in that the devices for the protection against torsion areconstructed as a but-welded or friction-welded seat (240).
 19. Diskbrake according to one of the preceding claims, characterized in thatthe devices for a protection against torsion are constructed as a dowelpin or as a spring dowel sleeve (241).
 20. Disk brake according to oneof the preceding claims, characterized in that the essentially sphericalbearing elements (56, 178) and their receiving devices have mutuallycorresponding torsion-proof geometrical shapes as the device for theprotection against torsion on their mutually facing sides.
 21. Diskbrake according to one of the preceding claims, characterized in thatthe essentially spherical bearing elements (56, 178) and their receivingdevices (235, 236) have mutually corresponding flattenings and/orindentation and projections (242, 243) as the device for the protectionagainst torsion on their mutually facing sides.
 22. Disk brake accordingto one of the preceding claims, characterized in that theindentations/projections (242, 243) have a concave/convex orball-cup-shaped construction.
 23. Disk brake according to one of thepreceding claims, characterized in that a stripper (239) is arranged onthe bearing cups (158, 160).
 24. Disk brake according to one of thepreceding claims, characterized in that a play is formed between theessentially spherical bearing elements (56, 178) and their receivingdevices (235, 236).
 25. Disk brake according to one of the precedingclaims, characterized in that position-fixing, mutually correspondingprojections (244) and recesses are formed between the essentiallyspherical bearing elements (56, 178) and the bearing shells (170, 172).26. Disk brake according to one of the preceding claims, characterizedin that shaped-out sections (245) are constructed in the bearing shells,which shaped-out sections (245) engage on their side facing away fromthe bearing balls in corresponding recesses(246) in the correspondingstructural member (rotary lever 19).
 27. Disk brake according to one ofthe preceding claims, characterized in that bores (248) are formed inthe bearing shells, which bores (248) lead into grease receiving grooves(249) in the corresponding component (rotary lever 19).
 28. Disk brakeaccording to one of the preceding claims, characterized in that, in eachcase, at least one of the adjuster devices are provided on each side ofthe brake disk (3) for adjusting the axial distances between the twobrake pads (5, 7) and the brake disk (3).
 29. Disk brake according toone of the preceding claims, characterized in that a) on both sides ofthe brake disk (3), one of the application devices (13, 17) respectivelyis arranged for the application of the brake pads (5, 7), b) theapplication devices (13, 17) on the two sides of the brake disk (3)being mutually coupled by means of a coupling device such that they canonly be moved synchronously, and c) the caliper (1) being designed to benon-slidable as a fixed caliper relative to the axle flange (11) (FIG.1a).
 30. Disk brake according to one of the preceding claims,characterized in that the caliper is fastened by means of one or severalbolts (9) directly to the axle flange (11) or to a brake anchor plate.31. Disk brake according to one of the preceding claims, characterizedin that the generating of the reaction power takes place on the side ofthe brake facing away from the application side by sliding the caliper(1) and/or swivelling of the caliper (1) and/or sliding of the brakedisk (3), as a result of the sliding and/or swivelling movementessentially only the path of the entire power stroke being bridgeable.32. Disk brake according to one claims 4 to 6, characterized in that thebrake disk is constructed as a sliding disk which is slidably guided ona brake disk hub such that, as a result of the sliding, essentially onlya sliding path can be implemented which is limited to the power stroke.33. Disk brake according to one of claims 4 to 7, characterized in thatthe caliper (1) is constructed as a sliding caliper which has a slidingcaliper bearing, which can be fastened directly to the axle flange (11),which is dimensioned such that essentially only a sliding path can bebridged which is limited to the power stroke.
 34. Disk brake accordingto one of claims 4 to 7, characterized in that the caliper (1) isconstructed as a hinged caliper which has a swivelling caliper bearing,which preferably can be fastened directly to the axle flange (11), andby means of which essentially only a swivelling angle can be bridgedwhich displaces the caliper relative to the brake disk essentially bythe amount of the power stroke.
 35. Disk brake according to one of thepreceding claims, characterized in that the adjusting rotary devices ineach case have a thrust piece (23) which can be moved in the directionof the brake disk.
 36. Disk brake according to one of the precedingclaims, characterized in that the adjusting system, in addition, has anadjuster drive on one or both sides of the brake disk, which adjusterdrive is constructed as an electric motor or as a mechanical coupling tothe application device.
 37. Disk brake according to one of the precedingclaims, characterized in that the adjuster rotary drives on both sidesof the brake disk are coupled with one another by a synchronizationdevice.
 38. Disk brake according to one of the preceding claims,characterized in that the synchronization device is constructed as acoupling mechanism or as an electronic coupling system.
 39. Disk brakeaccording to one of the preceding claims, characterized in that theadjusting system is constructed on one or both sides of the brake diskas an adjuster module (50, 100) which can be preassembled.
 40. Diskbrake according to claim 39, characterized in that the adjuster module(50, 100), which can be preassembled, has at least an electric motor(106) as a drive, a step-down gear (108) connected behind the electricmotor, which are arranged jointly on a mounting plate or preferablybetween two mutually spaced mounting plates, and, in particular, can beassembled, the rotary drive being joined to the at least one mountingplate (102, 104).